Planning Policy 3.2.2 - Development Policy Plan - Smart ...

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City of Rockingham

Smart Village SectorDevelopment Policy Plan

Planning PolicyNo.3.2.2

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Rockingham, City of (ROC005, ROCPROD) 2012-04-18

ROCK000104 Planning Policy - Smart Village 297.0 x 210.0

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Table of Contents

1. INTRODUCTION 5

1.1 Background 6

1.2 Centre Plan Status - Strategic Metropolitan Centre 6

2. STRATEGIC METROPOLITAN CENTRE PLANNING FRAMEWORK 8

2.1 Vision for the Strategic Metropolitan Centre 9

2.2 Planning and Development Principles 9

2.3 Concept Plan 11

2.4 Framework Plan 12

2.5 Transit Oriented Development 14

2.6 Adopted Access and Movement Network 17

2.7 Endorsed Sector Planning Guidelines for the Smart Village 23

3. SMART VILLAGE INDICATIVE DEVELOPMENT PLAN 24

3.1 The Indicative Development Plan 25

3.2 Relevant Residential and Mixed Use Building Typologies 28

3.3 Other Considerations 28

3.4 Residential Density 31

3.5 Building Height 32

3.6 Frontage Types 32

3.7 Car Parking 34

4. PRECINCT POLICIES 35

4.1 Village Centre Precinct Policy 38

4.2 Dixon South Precinct Policy 41

4.3 Central Park Precinct Policy 44

4.4 Smart Village West Precinct Policy 47

4.5 Smart Village East Precinct Policy 50

5. SUPPLEMENTARY POLICIES 53

5.1 Central Arts Policy 54

5.2 Security Policy 55

6. DELEGATION 56

7. ADOPTION AND OPERATION 56

APPENDICES 57

A1 Car Parking 58

A2 Interpretations 59

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Table of Contents

FIGURES

1.1 Rockingham Strategic Metropolitan Centre Planning Envelope 6

1.2 Rockingham Strategic Metropolitan Centre Sector Plan 7

2.1 Rockingham Strategic Metropolitan Centre Concept Plan 11

2.2 Rockingham Strategic Metropolitan Centre Framework Plan 13

2.3 Adopted Movement Network 18

2.4 Proposed Principal Public Transport Routes 20

2.5 Walkable Catchment - Central Transit System 21

2.6 Combined Public Transport Services Catchment 22

3.1 Smart Village Indicative Development Plan 27

3.2 Residential Density 31

3.3 Building Height 32

3.4 Frontage Types 33

4.1 Precinct Boundaries 37

4.2 Village Centre Precinct Concept Plan 39

4.2.1 Village Centre Cross Section 40

4.3 Dixon South Precinct Concept Plan 42

4.4 Central Park Precinct Concept Plan 45

4.4.1 Central Park Cross Section 46

4.5 Smart Village West Precinct Concept Plan 48

4.5.1 Smart Village West Cross Section 49

4.6 Smart Village East Precinct Concept Plan 51

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1. Introduction

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1. Introduction

1.1 BackgroundThe Smart Village Sector is one of a number of defined development sectors within the planning envelope

of the endorsed Centre Plan for the Rockingham Strategic Metropolitan Centre. Under the Centre Plan, the

Smart Village Sector is referred to as ‘Smart Village (South)’.

This Planning Policy provides a more detailed planning vision and policy framework for the Sector, based on

the concept of a sustainable, medium to high density urban village arranged around a central, high frequency

transit spine. A logical policy area boundary has been defined within which the land use and townscape

characteristics of individual precincts are described and illustrated.

1.2 Centre Plan Status - Strategic Metropolitan Centre Under its Statement of Planning Policy 4.2 (Activity Centres for Perth and Peel), the Western Australian

Planning Commission requires the City of Rockingham to prepare and maintain an endorsed Activity Centre

Structure Plan (Centre Plan) to guide the development of public and private property within the Rockingham

Strategic Metropolitan Centre.

Figure 1.1 - Rockingham Strategic Metropolitan Centre Planning Envelope

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The City commissioned a review of its endorsed 1995 Centre Plan with the goal of producing a new Centre

Plan that would cover the full extent of the area to be serviced by the Rockingham City Centre Transit

System (RCCTS). The scope of the Centre Plan project covers an area of almost 600 hectares between the

Rockingham Train Station and Rockingham Beach and includes the area covered by the existing Central City

Area zone in the Metropolitan Region Scheme, within which the Smart Village Sector is located.

Stage 1 of the Centre Plan Review was advertised for public comment in December 2007. It laid down an

overall Concept Plan that addressed the priority issues of: a better connected access and movement network;

and a land use pattern based on contemporary ‘Main Street’ and ‘Transit Oriented Development’ principles.

A Framework Plan translated the Concept Plan into a general arrangement of legible street blocks, built form

and public space.

The overall Centre Plan area was divided into 11 Sectors (refer to figure 1.2) as follows:-

• CityCentre

• WaterfrontVillage

• SmartVillage(South)

• SmartVillage(North)

• NorthernGateway

• Campus

• Eastern

• Leeuwin

• NorthernWaterfront

• SouthernGateway

• RockinghamStation

In February 2008, following a review of stakeholder and public submissions, the City of Rockingham endorsed

the long term planning framework and transport network recommendations for the Strategic Metropolitan

Centre, as proposed in the Stage 1 Report.

Stage 2 of the Centre Plan Review updated the Development Policy Plan for the City Centre sector, with a

revised Indicative Development Plan and related Precinct Policies and Guidelines. The Council endorsed the

Stage 2 Final Reports at its ordinary Meeting held on the 22 September 2009.

On the 10 November 2009, the WAPC Statutory Planning Committee considered the Stage 2 Final Reports on

the Review of the Rockingham Strategic Metropolitan Centre and resolved to endorse the documents as an

appropriate Centre Plan to guide future planning and development.

Figure 1.2 - Rockingham Strategic Metropolitan Centre Sector Plan

1

Generalised Land Use

Mixed use

Retail

Residential (medium density)

Residential (medium to high density)

Civic, education

Service commercial

Parkland

Central, transit route

Transit stop

Carpark

2

3

4

5

6

7

8

9

1011

1 City Centre

2 Waterfront Village

3 Smart Village (South)

4 Smart Village (North)

5 Northern Gateway

6 Campus

7 Eastern

8 Leeuwin

9 Northern Waterfront

10 Southern Gateway

11 Rockingham Station

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2. Strategic Metropolitan Centre Planning Framework

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2.1 Vision for the Strategic Metropolitan Centre The following vision has been endorsed in the endorsed Centre Plan for the Rockingham Strategic

Metropolitan Centre:-

The vision is for a modern, distinctly coastal centre offering a wide range of mixed uses including retail,

commercial, office, civic, residential, education and recreation within an accessible and highly inter-

connected, urban-scaled townscape, comprising a major activity centre and related urban villages based on

‘Main Street’ principles.

This vision builds on the principles of the Network City (2004) regional planning framework and the objectives

and concepts of the adopted 1995 Rockingham City Centre Development Policy Plan. It has a wider scope to

encompass higher education campuses and urban villages along the route of the Rockingham City Centre Transit

System through to Rockingham Beach.

Development in the Rockingham Strategic Metropolitan Centre will be defined and

characterised by:-

•Mediumtohighdensitydevelopmentbasedonactivated,‘MainStreet’principles.

•Aconfigurationofgenerallycontiguousstreetfrontbuildingsandamixofusesthatgeneratehighlevelsof

pedestrian activity and a sense of vitality.

•Astreet-basedtransitsystem,withcloselyspacedstops.

•Apermeablenetworkofstreets,laneways,arcadesandpublicspacesthatprovidehighqualitylinkages,

particularly for pedestrians, to Centre activities from transit stops, street and off-street car parking and from

the surrounding walkable catchment.

•AnidentifiableCityCentrehubtoprovidemajorCBDfunctions.

•ConnectedurbanvillagesbetweentheCityCentreandRockinghamBeachalongtherouteofthetransit

system. The new urban villages will make provision for mixed and consolidated education (university),

technology, commercial and medium to high density residential development, based on sustainable planning

principles and design criteria.

2.2 Planning and Development PrinciplesThe following planning and development principles apply across the Strategic Metropolitan Centre:-

2.2.1 Built Form and Urban Design

Principles:-

•Developinaccordancewith‘MainStreet’designprinciples.

•Incorporateadiversityofactivitiesandhumanscaleinstreetfrontdevelopment.

•Developlocalareasinaccordancewithspecificprecinctdesignanddevelopmentguidelinesandcontrols.

•Locateandconfigurebuildingstoaddressthestreetandprogressivelyfacilitatecontinuousandcontained

streetscapes which provide interest and interaction between buildings and pedestrians at street level.

•Makepublicbuildingsandspacesuniversallyaccessible.

•Designbuildingsandpublicspacesthatcontributetoacomfortablepedestrianenvironment,providing

opportunities for weather protection, including shelter from prevailing strong wind conditions.

•Minimiseanydetrimentalimpactsonneighbouringproperties.

•Encourageagradualsteppingupofthebuiltformattheinterfaceoflowandhighrisedevelopment.

2. Strategic Metropolitan Centre Planning Framework

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2.2.2 Access and Parking

Principles:-

•MakewalkingthemostimportantmodeoftransportwithintheSmartVillage.Streets,publicplacesand

adjacent development should be designed to provide a safe, secure, stimulating and pleasant walking

environment.

•Linkthemajorregionalandsub-regionalroadsystemtotheSmartVillagebyarangeofdirectandlegible

street connections.

•EnsurethattheSmartVillageandrelatedactivitycentrestreetnetworksare‘finegrained’toprovideamultiple

choice of routes for pedestrians, cyclists and vehicles.

•Integratethestreet-basedcentraltransitsystemtolinktheSmartVillagewithRockinghamBeach,theCity

Centre and the Rockingham railway station.

•Ensurethatappropriatelandusesarelocatedadjacenttothetransitroute.

•AdoptanintegratedurbandesignandtrafficmanagementapproachwithintheSmartVillagetodeliveralow

speed traffic environment and a high level of interest and amenity.

•Manageprovisionofadequateparkingfacilitiesandencourageintegrationofcarparkingwithadjoiningsites

which are convenient, safe and sustainable.

•Locateparkingareastominimiseadverseimpactsonthestreetscape.

•Controlnewdevelopmentsothataccesswaysandparkingfacilitiesdonotvisuallydominatethepublicrealm

or create obstructions to the pedestrian environment and minimise potential pedestrian/vehicle conflicts.

•Avoidsemi-basementcarparkingsolutionswheretheywouldimpactnegativelyonthegroundlevelactivation

of adjoining streets.

2.2.3 Public Domain

Principles:-

•Integratedifferentprecinctsthroughtheuseofasimpleandconsistentpaletteofvegetation,paving,signage

and street furniture.

•Designnewdevelopmentsoastocontributetothequalityofthepublicdomainandtheframingand

activation of the public space network.

•Provideforwell-designedandintegratedtoilets,seating,lightingandpublicartwithinthepublicdomain.

2.2.4 Land Uses

Principles:-

•EnsurethatnewusessupportandenhancetheroleoftheStrategicMetropolitanCentreastheprimary

‘Main Street’ activity centre in the South West Perth Region.

•Reinforcethe‘MainStreet’modelfortheCentrebygivingprioritytoactivestreet-orientedlanduses.

•Encouragelandusesanddevelopmentsthatemployandattracthighnumbersofpeople,andhavethe

potential to activate the central spine of the Smart Village by day and night along the route of the principal,

street based public transport system. Such uses should include medium to high density residential, short stay

accommodation, retail, civic and community facilities, educational and cultural facilities, cafes, restaurants,

hotels, offices and other intensive employment uses.

•Avoidlandusesanddevelopmentsthatgeneratehighvolumesofcarsandtrucksandhavelowemployment

intensities.

•Encourageandpromoteadiversemixofusesinpreferencetomono-functionallandusesonlargersites.

•EnhancetheactivityappealoftheSmartVillagetobothlocalandregionalvisitors.

•Encourageattractiveandsafealfrescodiningfacilitiestofosteralivelystreetscape.

•PromoteappealinganddistinctiveretailusesreflectingthecoastalnatureandlifestyleofRockinghamandits

community.

•Ensurethatresidentialusesareintegratedwiththeretail,commercialandhospitalitypotentialofthe

Smart Village.

•Encouragetheaggregationoffacilitiesalong‘MainStreet’corridors,pedestrianlinksandmajorpublicspaces

that are characterised by high levels of pedestrian activity during normal shopping hours.

•Encouragenewdevelopmenttoprovideoptionsforfutureflexibilityandchangesinlanduse.

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2.2.5 Safety and Security

Principles:-

•Designbuildingstoprovideasafeenvironmentforallusers,contributepositivelytotheenhancementofpublic

safety, and minimise the need for intrusive surveillance technologies.

•Incorporateunobtrusivesecuritymeasuresintobuildingdesignthatisinkeepingwiththebuilding’s

architectural style and materials.

•Designpublicspacestofacilitatesafepedestrianuseandcreateasenseofpublicownership.

2.2.6 Sustainability

Principles:-

•EnsuretimelyandefficientprovisionofphysicalandsocialinfrastructuretoenabletheCentretoserviceits

strategic functions.

•Promoteenvironmentallysustainablepractices,includingresourceefficiency(energy,water,waste,airquality,

material selection), at all stages of development – planning, subdivision design, building construction and

maintenance.

•Providesufficientlandforemploymentopportunitiesandtosupportlocalandregionaleconomicgrowth.

•Expandsustainableandefficienttransportoptionswhilecreatingopportunitiestoreducesingleoccupancy

vehicle trips.

•Ensuretimelyprovisionofservicesandfacilitiesthatareequitable,durable,accessible,ofahigh-qualityand

that promote community well-being and health.

•Promotearangeofhousingchoices(densities,floorarea,ownershippatterns,priceandbuildingtypes)to

ensure a diverse population can be housed, including designing buildings to be adaptable over time.

2.3 Concept PlanAn overall Concept Plan for the Strategic Metropolitan Centre was developed in conjunction with the

preparation of an access and movement network (refer to Figure 2.1).

Figure 2.1 - Rockingham Strategic Metropolitan Centre Concept Plan

Rockingham BeachDixon Road

Read Street

Ennis Avenue

City Centre

Waterfront Village

Education Campuses

Smart VillagesPatterson Road

Rockingham Station

600 metre walkable catchment of central transit system

GENERALISED LAND USE

MIXED USE

RETAIL

RESIDENTIAL (medium density)

RESIDENTIAL (medium to high density)

CIVIC, EDUCATION

SERVICECOMMERCIAL

PARKLAND

CENTRAL,TRANSITROUTE

TRANSIT STOP

CARPARK

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The Plan makes provision for improved road connectivity and a more legible road network with particular

emphasis given to improved north-south connectivity. Moreover, the Plan makes the local transit system the

focus of an intensified corridor of mixed use development between the City Centre, education campuses and

the beachfront.

The foundation of the Plan is the ongoing development of land within the existing City Centre Zone, with the

expectation that development will consolidate around the commercial and civic core of the City, with progressive

expansion along streetfronts, to the north.

Between the designated City Centre and the Waterfront Village, there are opportunities to develop two new

activity centres north and south of Dixon Road, along the route of the local transit system. The vacant land south

of Dixon Road presents an opportunity to integrate the western end of the Murdoch University campus with

other mixed uses (including residential) in a consolidated, ‘Main Street’ configuration.

Between Dixon Road and Patterson Road, an opportunity exists to extend the ‘Main Street’, activity corridor to

directly connect with Victoria Street and the fast redeveloping Rockingham Waterfront.

Further expansion of the Waterfront Village is envisaged, particularly to the west of Patterson Road. An

intensification of residential development to the east of the Waterfront Village would follow the coastal route

of the transit system.

Figure 1 divides the Strategic Metropolitan Centre into sectors and overlays them on the Concept Plan base

to provide a convenient means of describing and further detailing the strategy. While the boundaries are

indicative, they are consistent with the boundaries of existing zones, Policy areas and Precincts within the

Town Planning Scheme.

2.4 Framework PlanA Framework Plan (refer to Figure 2.2) has been prepared over the Strategic Metropolitan Centre to illustrate a

generalised arrangement of built form, movement networks and public and private spaces consistent with the

strategic arrangement of functions illustrated in the Concept Plan.

The Plan is also consistent with the potential for Transit Oriented Development (TOD) described in Section

2.5 and builds on the adopted access and movement network described in Section 2.6. The Framework Plan

illustrates a long term (i.e. greater than 10 years) view of development and redevelopment potential. While the

Plan shows possible new road links over privately owned property, it is acknowledged that such improvements

would be subject to the agreement and co-operation of affected property owners.

The Framework Plan provides a platform for more detailed conceptual planning, urban design and planning

policy within each of the Centre Plan Sectors.

Consistent with the scope of the Centre Plan, the Framework Plan focuses its detail on areas where there is the

greatest potential and/or priority for integrated development or redevelopment in the near term, including land

in the City Centre, in the Waterfront Village and along the route of the City Centre Transit System.

Outside of the more detailed parts of the Plan, existing residential and service commercial areas have been

simply shaded in yellow and purple tones consistent with the strategic intent of the Concept Plan. These areas

are likely to undergo change on a site-by-site basis over an extended period. Development in these areas will be

guided by separate Sector Development Policy Plans and relevant guidelines.

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2.5 Transit Oriented Development

2.5.1 Background

The RCCTS connects the Rockingham Train Station

with the City Centre, education campuses and the

beachfront. The route of the street-based transit system

is being developed initially in shuttle-bus mode with the

understanding that it will be upgraded to an electric

streetcar or light rail operation once a more supportive

level of development has been achieved along the route.

The City of Rockingham is committed to achieving the

vision of a fixed route, streetcar transit system as the focus

of a corridor of high intensity, mixed use development

between the train station and the beachfront.

Accordingly, a review of the Centre Plan was

commissioned on the understanding that it would

demonstrate the application of sustainable development

principles with a particular emphasis on TOD.

2.5.2 TOD Policy Background

It is important to understand the TOD policy background

to the Centre Plan.

Network City (2004)

The Network City document set out a strategic

foundation for TOD implementation in the Perth region.

Strategy 1.1 sought to foster land use and transport

integration to form a Network city, by:-

“Encouraging mixed use development in activity

centres, including higher density residential

developments and employment generators, especially

where centres are well served by public transport and

have high amenity, walkable catchments.”

In a key action to support the strategy, Network City

proposed demonstration projects in Activity Centres to

promote TOD, mixed use and higher density residential

projects, and to demonstrate best practice in design

and implementation. The Rockingham Activity Centre

between the Rockingham Train Station and the foreshore

was one of several locations nominated for a major TOD

demonstration project. The Smart Village site provides a

rare opportunity to integrate an intensive land use mix

with the development of a new, high frequency

transit service.

Development Control Policy DC 1.6 – Planning

to Support Transit Use and Transit Oriented

Development

The amended Development Control Policy 1.6

was adopted by the WAPC in 2005 to reflect the

Government’s vision for a sustainable future as outlined in

the Network City and the State Sustainability Strategy.

Light Rail Transit.

Mixed Use Development incorporating Medium to High density Residential.

Medium density Terrace Housing.

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The Policy notes that:-

“As the public transport system is further refined and extended, there will be emerging opportunities for

new development that is focused upon, and maximizes the benefits derived from significant new public

investments in transit infrastructure.”

The Policy has direct application to the planning and development of property along the route of the RCCTS.

Policy measures include:-

•Transit-supportivedevelopmentpatterns

•Landusetosupporttransit

•Thepublicdomainintransitorientedprecincts

•Transitsupportivedesign

•Integratingtransitinfrastructure

•Precinctplanning

2.5.3 TOD Catchment

The TOD catchment encompasses land within a walkable distance of the transit system. At Rockingham the

catchment follows the route of the City Centre Transit System between the train station and the beachfront. It is

approximately 600 metres wide (each side) along the transit route (to service a future tram or streetcar system).

2.5.4 Land Use Distribution and Development Intensity

The following land use assumptions were generated in conjunction with the draft Concept Plan, the modelling

of transport network options and the selection of a preferred transport network.

A mix of active, high intensity uses are appropriate for land within the walkable catchment of the transit route.

The intensity and mix of uses should reflect local characteristics along the activity corridor.

The City Centre and the Waterfront Village are established Activity Centres which have to date been planned to

accommodate the bulk of retail, office, hospitality and higher density residential development. The 2009 Centre

Plan allows for a more balanced distribution of activity-generating uses along the transit corridor where there

are significant opportunities for sustainable TOD.

Retail floorspace has been notionally allocated as follows:-

•CityCentre 85,000m2

•WaterfrontVillage 18,000m2

•SmartVillages 12,000m2

Office floorspace has been notionally allocated as follows:-

•CityCentre 60,000m2

•WaterfrontVillage 8,000m2

•SmartVillages 32,000m2

The majority of office floorspace allocated to the Smart Villages should be situated in a mixed use, ‘Main Street’

environment close to the transit spine and its intersection with Dixon Road.

Residential land use is typically a major component of mixed use TOD. Given that the Waterfront Village project

has demonstrated a demand for high amenity, urban-scaled residential development, it has been assumed that

medium to high density residential development will be a major driver of the TOD process. It has the capacity to

shape and populate the desired activity corridor.

Within the defined TOD catchment, existing residential densities match the suburban norm of Rockingham with

the exception of pockets of higher density along the Rockingham beachfront (200+ dwellings per hectare along

Rockingham Beach Road and up to 100 dwellings per hectare in the adjoining Waterfront Village) and in clusters

of group housing around the City Centre (typically 50 dwellings per hectare).

Over recent years, the City has received proposals for medium rise, multi-residential apartment developments

on City Centre zoned land. This has been driven by strong sales in the Waterfront Village and the realisation

that the elevated apartment building model in central Rockingham could achieve expansive views around the

entire Rockingham coastline. There appears to be latent potential for higher rise, multi-residential apartment

development beyond the coastal fringe.

The advent of the TOD concept along the transit corridor provides the planning and amenity context for an

orderly arrangement and distribution of medium to higher density residential development.

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Since the late 1980’s there has been an international consensus among researchers and transit operators that

the gross average residential density threshold for light rail transit is approximately 50 persons per hectare. More

recently, planners have also recognised that a greater intensity and massing of development is needed to create

the urban context for successful TOD.

TOD’s at Subiaco are being planned to achieve an average residential density of 120 dwellings per hectare with a

net yield of 60 to 200 dwellings per hectare on defined blocks. Similar TOD densities are being implemented in

GovernmentfostereddevelopmentprojectsatLeighton,CockburnCentralandMurdoch.

In the case of the Rockingham TOD, residential densities could range between 60 and 200+ dwellings per

hectare (as is currently being developed in parts of the Waterfront Village).

It has been assumed that car parking generated by various land uses and activities will be self-contained within

the relevant traffic zones to avoid an over-concentration in any one sector.

2.5.5 Urban Design and Built Form

While the overall TOD concept is for a consolidated, generally contiguous corridor of development along the

transit route, it is essential that TOD at Rockingham has a varied and geographically appropriate character that

offers multiple choices in lifestyle and convenience.

TOD with a commercial content will range from the expanded shopping centre that will be sleeved to

connect with streetfront tenancies and an adjacent entertainment complex, through to individual mixed use

developments on freehold sites.

A variety of residential dwelling types and tenures will be encouraged, including traditional streetfront

townhouses, contemporary row houses, mews housing, low rise apartment blocks and medium to high-

rise multiple apartments with a lifestyle focus ranging in height from three to ten or more storeys, subject

to precinct-specific guidelines. Drawing on recent good practice, a range of urban-scaled dwelling sizes will

also be encouraged (and possibly mandated) to ensure that a wide spectrum of household types and levels of

affordability can be accommodated.

Particular emphasis will be given to shaping the form of development along the edge of the transit route

and around transit stops. In particular, there is a need for design measures to optimize the safety and amenity

of stops along the route, including achieving adequate levels of activation and passive surveillance from

adjoining properties.

2.5.6 Residential Yields

Estimates of residential potential within the RCCTS catchment (600 metres) each side of the transit route) vary

according to density assumptions.

Without TOD intervention, the overall area of the Strategic Metropolitan Centre (about 580 hectares) would

yield approximately 6,000 dwellings (at a gross average 10 dwellings per hectare) and a population of

approximately 12,000 based on a household occupancy of 2.0. This allows for continued intensification in and

around the Waterfront Village, but no significant residential consolidation in the City Centre and along the

transit route.

With TOD intervention and average net block densities of 100 dwellings per hectare applied along the activity

spine, the subject area could yield approximately 20,000 dwellings and a population of 36,000 (based on 1.8

persons per household) at a gross average density of 62 persons per hectare. This scenario could achieve the

light rail transit threshold density of 50 persons per hectare.

With TOD, there is the potential to ultimately triple the anticipated population within the walkable catchment of

the RCCTS.

Within the Smart Village South, there is a TOD potential for approximately 1,500 residential units, housing

around 2,700 people.

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2.6 Adopted Access and Movement NetworkA preferred movement network has been adopted by the City. Particular attention has been given to the TOD

potential of the Strategic Metropolitan Centre and traffic modelling outputs which indicate that there is more

than sufficient street capacity on the proposed fine grained network within the centre.

2.6.1 Street Types

A number of different street types are commonly found in city centres, mixed use urban villages and on access

streets to, through and around these centres.

Street types relevant to the development of the Strategic Metropolitan Centre include:-

Major Traffic Routes - the main traffic carrying roads in the area. They include Ennis Avenue, Patterson Road,

Dixon Road, Read Street and Rae Road. They are dual carriageways designed to carry high volumes of traffic and

do not penetrate the City Centre or adjoining mixed use town or village centres.

Transit Street and Transit Priority Streets - custom designed to provide priority for public transport along major

transit routes and avoid undue delay to public transport services. Transit priority is proposed along significant

sections of the RCCTS route. The design varies to meet local design constraints. Access for other traffic is

permitted within the street reservation, but this is not always the case. They are designed to provide for safe,

convenient pedestrian movement.

City and Town Centre Streets - pedestrian movement and circulation is very important on these streets.

Design permits two-way traffic movement but at a slow speed to provide for safe pedestrian movement.

Kerbside parking is normally permitted. A central median is sometimes provided to improve the streetscape,

but is not mandatory.

Green Parking Streets - to be constructed around the periphery of the City Centre and on sections of Patterson

Road near the foreshore. Their function is to assist with the provision of public parking whilst allowing the street

to function normally for both pedestrian and vehicular access. Right angle median and parallel kerbside parking

is normally permitted. An example of this type of street exists along part of Patterson Road near the foreshore.

Streets of this type are quite common in areas of Melbourne (eg Carlton).

Connector Streets - provided outside the major activity nodes to link areas within and adjacent to the City Centre.

They can pass through areas with different land uses (eg residential, business or education). Indented kerbside

parking and appropriately designed pedestrian crossing areas would normally be incorporated into the design.

Access Streets - found outside of the highly trafficked areas of city, town and village centres. The primary purpose

of these streets is to provide access to properties for motorists, pedestrians and cyclists. In light industrial and

commercial areas (and in residential areas on an infrequent basis) they also cater for delivery vehicles.

Pedestrian Malls/Accessways - provide essential pedestrian connectivity in areas where the street network is not

well-connected. An internal network of pedestrian malls exists within the Rockingham shopping centre. A major

purpose of such pedestrian malls is to provide a sheltered and controlled retail environment. Beyond the private

domain of the shopping centre, pedestrian laneways and pathways through public space connect a wide array

of mixed uses.

2.6.2 The Adopted Network

The adopted access and movement network is illustrated in Figure 2.3. It includes a wide range of street

types which enable different functions to be undertaken in different areas in and around the Strategic

Metropolitan Centre.

The network has been developed around the modified route of the street based public transport system,

connecting the City Centre to Rockingham Beach. Key aspects of the network include:-

•ThestreetnetworkprovideswellconnectedlinkagesthroughtheproposedSmartVillagesbetweentheCity

Centre and the Rockingham foreshore.

•ThestreetnetworkintheCityCentreandintheproposedSmartVillagesisfinegrainedandhighlyconnected,

providing a high degree of robustness and flexibility for future planning.

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Fig

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2.3

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2.6.3 Traffic Modelling and Traffic Predictions

Traffic modelling has been undertaken by Uloth and Associates.

One of the key findings from the traffic modelling was:-

•Longtermestimatedtrafficvolumesonthesurroundingarterialroadnetwork(EnnisAvenue,ReadStreet

and Patterson Road) are high. This is due to an impermeable street network on approach to the Rockingham

Metropolitan Centre, especially from the south. Traffic volumes on the fine grained street network within the

Metropolitan Centre are fairly low.

2.6.4 Public Transport Network Planning

There are three main elements to public transport network planning in Rockingham:-

•Theprincipalcustomdesignedstreetbasedpublictransportsystem(theRCCTS),linkingthetrainstationwith

the City Centre, Murdoch University and the Rockingham foreshore. This is the major linking element through

the City Centre supporting the proposed transit oriented development.

•TheRockingham/Fremantleprincipaltransitservice.Thishighfrequencyservicewouldeitherenter

Rockingham through the educational precinct and travel through the City Centre, terminating at the railway

station, or enter the city through the railway station, terminating in the education campus sector (near the

TAFE).

•ServicesfromthesouthenteringtheCityCentreviaReadStreetandCentralPromenade.Theseservicescould

proceed through the City Centre to the train station. Some peak hour services could travel in a more direct

route via Read Street and Rae Road to the train station.

The potential public transport network is shown in Figure 2.4.

Figure 2.5 shows the walking catchment around the proposed stops along the principal street based public

transport system, linking the railway station, the City Centre, the University and the foreshore. The outer line is

based on a 750 metre walking distance (depicted by a 600 metre radius) applicable to a streetcar or very high

frequency bus service. The inner shaded area depicts a walking catchment within the City Centre and adjacent

Smart Villages for retail and entertainment uses within a vibrant, mixed use centre. This is based on a 500 metre

walking distance (depicted by a 400 metre radius).

Figure 2.6 shows the walking catchment for the proposed combined major transit services for Rockingham. It

can be seen that the Strategic Metropolitan Centre will be very well served by high frequency transit. This level

of coverage by high frequency services means that Rockingham could be described as a ‘Transit City’ rather than

a city with transit.

2.6.5 Parking Policy and Principles

In city and town centres and TOD’s, it is important that a balance is achieved between meeting the access and

parking needs for vehicles and the movement needs of pedestrians in the context of overall urban design.

The distribution of car parking in the Smart Village should be based on the following principles:-

•Wherepossibleprovidepublicparkinginpreferencetoprivateparking.

•Maximisetheamountofon-street,shorttermparking,subjecttotrafficandpedestriansafety,andother

urban design considerations.

•Providearangeofoff-streetpublicparkingfacilitieswithineasywalkingdistanceofcommercial,retail

entertainment and other facilities, but limit vehicle access to car parks where such traffic would be in conflict

with high levels of pedestrian movement.

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Fig

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2.4

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Fig

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2.5

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Fig

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2.6

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2.7 Endorsed Sector Planning Guidelines for the Smart Village Section 10.3 in Volume 1 of the endorsed Centre Plan sets out broad Sector Planning Guidelines within which

more detailed planning of the Smart Village South Sector should be undertaken in accordance with the adopted

Planning Framework for the Strategic Metropolitan Centre. The following text is an extract from the Centre Plan:-

Desired Future Character

The 24 hectare site, which is vested in the City of Rockingham, represents a strategic TOD opportunity at the

junction of the transit route and Dixon Road. A contemporary mixed use, higher density development will

embody sustainable development principles and high quality urban design. It will build on the market profile

and amenity foundation of the nearby Waterfront Village and will include a village Main Street and central

park around which the higher density TOD will be assembled. Contemporary residential apartments and

offices will be situated over street front retail in a built form that ranges from 2 to 20 plus storeys.

Preferred Uses

•AppropriateTODusesliningtheTransitRoute

•Streetfrontmixedusesofurbanscaleincludingofficesandcommercial

•Localserviceretail

•University-relateduses

•Mediumtohighdensityresidential

•PossibleContemporaryArtsCentre

•PassiveParkland

Elements

•Plananddesignthesectoraspartofagenerallycontiguous,transit-orienteddevelopmentbridgebetweenthe

City Centre, Campus and Waterfront sectors.

•FacilitatethepriorityconstructionofamoredirectaccessandmovementcorridorbetweenDixonRoadand

the City Centre.

•Establishacommercialgatewayandcommerciallyactivatedvillage‘MainStreet’immediatelysouthofthe

junction of the transit route and Dixon Road.

•Retaincommunityrecreationbuildingsforaslongasnecessary.

•Developacentral,linearparkalongthetransitroutespineasanamenityfocusforthedevelopmentofhigh

density residential apartments and offices.

•Examineopportunitiestolocatelandmarkcivicbuildingsalongthetransitrouteaspartoftheplace-making

agenda.

•DesigntheinterfacebetweenthevillageMainStreetandtheCampusSectortoallowforagenerallyseamless

transition in built form.

•Providealegibleandwellconnectedarrangementofstreets,lanewaysandpublicspaces.

•Framestreetblockswithgenerallycontiguous,urbanscaledbuildingsofhigharchitecturalquality.

•Developadistinctandappealingtownscapewithhighlevelsofamenityandinterestforpedestrians.

•Gradeandarrangetheheightofbuildingstovisuallydefinethetransitroute,orientmovementtowardsthe

activity spine and exploit expansive views of the coastal landscape.

•EnsurethatallnewdevelopmentisplannedinaccordancewiththesustainabilityprincipleslistedinSection

3.1.6 (Centre Plan Vol.1) and designed in detail to meet any applicable sustainability Key Performance Indicators

endorsed by the City of Rockingham.

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3. Smart Village Indicative

Development Plan

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3. Smart Village Indicative Development Plan

3.1 The Indicative Development PlanThe Smart Village Indicative Development Plan (IDP) (refer to Figure 3.1), illustrates a more detailed

interpretation of the planning framework described and illustrated in Section 2. While the Smart Village

IDP has been derived from the overall Framework Plan, it includes modifications and refinements that

demonstrate how the Centre Plan could be expected to evolve within particular sectors and precincts,

consistent with the endorsed Sector Planning Guidelines listed under Section 3.2 below.

The street network has been modified as necessary: to improve road geometries; to better align the street

grid with the layout of the existing Murdoch University campus; to accommodate new development (including

a possible aquatic facility) around the existing indoor recreation centre; and to make provision for a wide

range of development types, from tall residential apartment towers on podiums to pockets of terrace housing

on the periphery.

The IDP incorporates a strong, central spine of mixed use development along the transit route and it is

envisaged that a lively pedestrian environment will be fostered by significant investment in high amenity

place-making.

Central Park will be the spatial focus of the Smart Village and the road network has been carefully laid out

to radiate out from this green heart to provide direct and legible connections with the surrounding urban

context. The formally landscaped park will provide a fitting setting for the development of high density

residential and office buildings around its perimeter. Accommodation in these buildings around the park could

conceivably be related to the functions and users of the University, including possible partners in research and

development (e.g. marine science, resources, defence). Taller towers to possibly 20 or more storeys could be

located along the western flank of the park where they would not cast morning shadows over the space.

Consistent with the intent of the adopted Access and Movement Network in the Centre Plan, the Smart

Village ‘High Street’ has been planned as a prominent, yet human-scaled node of development that will draw

traffic from Dixon Road through the business core of the Smart Village and then through to the City Centre

a northerly extension of Chalgrove Avenue. This will satisfy the need for improved access to the City Centre

from Dixon Road as well as providing an essential stream of traffic to sustain street front commerce.

Smart Village High Street.

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A secondary link to the City Centre via an easterly extension of Market Street will pave the way for a visual

connection between the proposed Central Park and the existing City Park. The central transit system will

follow this Market Street link and it is envisaged that development sites along both sides of this route will be

developed at high density, with landmark residential apartment and office towers taking advantage of the

amenity and proximity to a wide range of central area facilities.

Midway along the proposed ‘High Street’, an east-west cross street will visually and physically connect the

existing Murdoch University campus with a redeveloped recreation centre. The IDP shows how a new main

entry to the recreation centre could be created in conjunction with the development of new community and

commercial accommodation, with a possible, predominantly indoor aquatic facility on the northern side of the

entrance lobby and a possible gymnasium and fitness centre on the south side.

This arrangement of public spaces and built form between the existing University campus and the existing

recreation centre at the northern end of the Smart Village will allow for a seamless integration of the various

functions, with a critical mass of development and activity that makes each of the components more likely

to be viable. The strategy embodies the beneficial and enduring characteristics of historic University towns in

many parts of the world.

Provision has been made on the eastern side of the Smart Village ‘High Street’ for a range of possible

mixed use developments, including retail, commercial, office and education tenancies. The plan also

illustrates a site option for a possible Contemporary and Performing Arts Centre (CAPAC). While the

development of a CAPAC in the Smart Village is considered unlikely at this stage, it is nonetheless important

to show how such a facility could be sleeved with other tenancies to satisfy the street framing

and activation requirements of the planning framework for the Village. The development of a CAPAC in

this location could bolster the physical development and identity of the Smart Village, with the University

as a key user and possible funding contributor.

Within the scope and meaning of the Planning and Development Principles listed in Section 2, there is

scope for flexibility in the interpretation of the DPP requirements that could result in acceptable alternative

development configurations to those illustrated in the IDP, particularly in relation to the scale and

configuration of individual developments.

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Fig

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3.2 Relevant Residential and Mixed Use Building TypologiesThe endorsed Centre Plan provides the planning framework that governs more detailed planning for the City

Centre and the urban villages (including the Smart Village). This framework requires a medium to high density

TOD outcome that has much in common with inner-city development and urban regeneration projects in

other parts of metropolitan Perth and elsewhere in Australia.

To ensure that the types of development proposed within the Centre Plan area are based upon relevant

development models and building typologies, the characteristics of a representative range of residential

and mixed use developments were surveyed, with a particular focus on Activity Centre locations where

GovernmentdevelopmentagenciessuchasLandcorpareinvolved.Developmentsincludecompletedand

proceeding projects in Midland, Cockburn Central, Northbridge, Floreat, Melbourne and Rockingham Beach.

Characteristics relevant to the detailed planning and urban design of the Smart Village are summarised

as follows:-

Development Forms/Typologies

•Mediumdensityresidentialdevelopmentsshouldtaketheformof2to4storeymultipledwellings.Asmaller

component of narrow frontage, 2 to 3 storey terrace housing could be incorporated in peripheral locations.

•Highdensityresidentialdevelopments(includingmixeduse)shouldpredominantlytaketheformofstreet

framing (‘doughnut’) developments with internal landscaped courtyards located over basement and/or off-

street car parking areas. Developments over 4 storeys in height should be sited on 3 to 4 storey podiums,

with upper floors setback from the street front building line of the podium and set back from the adjoining

lot boundaries.

Subdivision Design

•Lotsshouldbeofsufficientareawithdimensionstopermitafeasible,functionaldevelopment.The

dimensions of multiple dwelling and mixed use lots should permit conventional car parking layouts. Typically,

this requires a minimum lot width of 38 to 40 metres.

•Multipledwellingandmixedusedevelopmentlotsshouldgenerallybeaminimumof2,500m2 in area.

•Newmultipledwellingandmixedusedevelopmentlotsshouldbeprovidedwithvehicularaccess(public

roads, laneways) on a minimum of two sides.

3.3 Other Considerations Retention of Indoor Recreation Centre

The Smart Village site was developed and used as a district recreation centre until 2008 when the existing

outdoorsportingfieldsandrelatedfacilitieswererelocatedtothe270hectareLarkHillSportsplex.

The existing indoor recreation centre, associated outdoor netball courts and paved car park have been

retained in the north-west corner of the Smart Village site. The indoor facilities are likely to be retained in this

location in one form or another for the foreseeable future. It is anticipated that the number of outdoor netball

courts will be reduced as the Smart Village develops and will be replaced by more intensive development in

the medium term. It is anticipated that an upgraded indoor recreation centre will be integrated with the urban

design of the remainder of the new Smart Village.

Possible Aquatic Facility

The existing Rockingham Aquatic Centre on Council Avenue is located on the proposed alignment of an

extended Goddard Street. This alignment was selected on the expectation that the Aquatic Centre would

likely be either decommissioned or relocated, once it reached the end of its service life (ie. when a major

re-construction was needed).

A modern, predominantly indoor aquatic facility could be located within the proposed Smart Village in

the vicinity of the existing indoor recreation centre buildings where it could share common infrastructure

and management. With a contemporary, consolidated design befitting the planning context, the project

could act as a catalyst to further, complementary street front urban development, including inner-city offices

and apartments.

Key urban design assumptions:-

•Thefacilitywouldbeamorecompact,essentiallyindoorfacility,withanoutdoorwaterplayground,

integrated with the planning framework and street oriented urban design principles of the overall Centre

Plan and Smart Village South Sector Guidelines.

•Therearepotentiallytwoalternativesiteoptionsadjoiningtheindoorcomplexthatcouldaccommodatea

new Aquatic Facility, with one site adjoining Dixon Road to the east of the indoor complex and a second site

adjoining Goddard Street to the south west.

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•Thedesignshouldbefunctionallyintegratedwiththeindoorcomplex,withpotentiallysharedentrance,kiosk

and related amenities.

•ThedevelopmentshouldbeplannedanddesignedtomarkanimportantgatewaytotheCityfollowing

significant street upgrades. The architecture of the development should also serve to mask, articulate and

activate the blank, box-like presence of the existing structures.

•RelevantmodelsofcontemporaryAquaticFacilitydesignincludetheindoorsectionofthenewEastVictoria

Park(Somerset)aquaticcentre,theKwinanaLeisurecomplex(includingindoorpool)andthenewBalgaPool

LeisurePark,eachofwhichfitswithinaplanningenvelopeofbetween75mX75mand100mX100m.The

Kwinana indoor pool is a relevant case study because it was integrated with an existing recreation centre

which has subsequently undergone a major re-build and upgrade.

•Theprojectcouldactasacatalysttofurther,complementaryurbandevelopment,includinginner-city

offices and apartments.

•Carparkingshouldbelocatedandarrangedbehindagenerallycontiguouslineofbuildingsthataddress

the street.

Analysis of Alternative Aquatic Centre Locations in Smart Village

Site Option 1 – Goddard Street (adjoining southern side of existing indoor arena)

Strengths•Convenientlylocatednexttotheexistingentrance,

kiosk and amenities.

•Locatedadjacenttothecurrent(interim)routeof

the central transit system.

•Wellservicedbyexistingcarparking.

•Goodsiteexposure.

•Wouldcomplementtheupgradingofthissection

of Goddard Street to dual carriage-way status.

•Wouldhelptomaskthebox-likeappearanceofthe

existing Mike Barnett (MB) complex from Goddard

Street.

Weaknesses•Relativelyremoteandvisuallyfragmentedfromthe

investment core of the village.

•Relativelyremotefromtherouteoffinalrouteof


Opportunities•Developmentofthissitewouldpreserve

Dixon Road sites for predominantly mixed use

development.

•Facilitatesaneconomicalstagingofdevelopment

around the MB complex, including subsequent

mixed use building infill around the perimeter of

the street block.

Threats•Dayandnighttimeactivity(particularlyinthe

water playground), lighting and traffic could

impact on nearby residential amenity.

•Initialdevelopmentwouldreducethenumberof

bays available in the existing car park.

Site Option 2 – Dixon Road Eastern (adjoining eastern side of existing indoor arena)

Strengths•Placesahighcalibrepublicbuildingclosetothe

core of the village where significant development

is anticipated.

•Locatedclosetothefinalrouteofthecentral

transit system.

•Preservesexistingpubliccarparkingonthe

western side of the MB complex.

Weaknesses•Relativelyremoteandvisuallyfragmentedfromthe

investment core of the village.

•Relativelyremotefromtherouteoffinalrouteof


Opportunities•Thenewbuildinghasthepotentialtoscreenthe

box-like presence of the existing MB complex and

provide an activated outlook to Dixon Road.

Threats•Reliantonsitesubdivisionandpartconstructionof

a north south access from Dixon Road.

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Following consideration of the two site options by project officers and consultants involved in both the

Smart Village DPP and the Aquatic Facility projects, the Dixon Road site on the eastern side of the indoor

recreation centre was selected as the preferred Smart Village option. A final decision by the Council on a

redevelopment strategy for the Aquatic Centre will need to consider the merits of a Smart Village site versus

the consequences of any decision to retain and upgrade the existing facility on Council Avenue.

Interface with Murdoch University

The Smart Village site was formerly seen as the area into which the adjoining, embryonic Murdoch University

campus would grow, with the expectation that the campus would eventually become a land use bridge

between the City Centre Sector and the Waterfront Village.

After its initial development phase more than 10 years ago, further growth of the University campus has

stalled. A more pragmatic and ultimately more likely transit oriented development model for this strategic land

was devised in conjunction with the master planning of the high frequency central transit system. This TOD

driven development strategy was further refined, described and illustrated through each phase of preparing

the new Centre Plan for the Strategic Metropolitan Centre.

Under the endorsed Centre Plan, the Smart Village will play a crucial role in consolidating development between

the City Centre and the Waterfront Village. It also has the potential to deliver a significant proportion of the

development intensity needed to support the operation of a light rail system between the Rockingham Station

and the Waterfront Village. This form of development could complement the development of the University.

The strategy is to plan and develop a high density, mixed use urban village into which the University campus can

seamlessly grow. This could be accomplished through joint venture development of buildings and/or the leasing

of floorspace alongside a diverse array of other public and private sector tenancies.

Site Option for Contemporary and Performing Arts Centre (CAPAC)

The sites in the Smart Village and Waterfront Village have been evaluated in the course of preparing a feasibility

study into the development of a Contemporary and Performing Arts Centre at Rockingham. In October 2010, the

Final Report of the consultant Feasibility Study illustrated costed planning scenarios for each of the site options.

The conceptual plans in the CAPAC feasibility study positioned the complex on the nominated site at the south

west end of the Smart Village High Street. The CAPAC was configured so that it would address the section of

curved street frontage facing the proposed linear park to the south with an entry foyer, box office and cafe.

Various blank walls, car parking and service docks were arranged along the remaining street boundaries. Such

an outcome would not comply with the planning and urban design principles that underpin the Centre Plan.

While there has been no subsequent action taken by the State Government or the City of Rockingham to

proceed with further detailed design work or to fund the implementation of the CAPAC on either of the

alternative sites, it is understood that there is a strategic preference amongst stakeholders for the Waterfront

Village site option.

The City generally concurs with this sentiment but nevertheless understands the need to demonstrate how

such a facility could be better integrated with the Smart Village and adjoining land uses to cover the unlikely

event that a decision is taken to build such a facility in the Smart Village. This option should not be left open

indefinitely because protecting a vacant site of this size could stymie urban consolidation in a critical part of

the village.

Important factors to be addressed in any re-working of the 2010 CAPAC conceptual design for the

Smart Village include:-

•Re-sitingthefacilitytotheeastoftheVillageHighStreetspinewhereitcouldperhapsbeintegratedwith

and partly funded in capital and operational terms by the University.

•Providingoff-streetcarparkingwithinpubliccarparkingstationsthataresharedandpartlyfundedbyother

land uses in the vicinity.

•Sleevinganyservicingorbigboxelementssuchastheauditoriumwithstreetactivatingtenancies.

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3.4 Residential Density Figure 3.2 illustrates a Residential Density overlay to the Smart Village IDP which is designed to manage the

density of development in general accordance with the planning principles and the adopted TOD model

described and illustrated in Section 2.

The distribution of residential density in the Smart Village responds to the particular functions, amenity and

levels of mixed use activity anticipated in the Sector. In general, high density residential development should

be located within 250 metres of the Central Transit route, with particular concentrations around the Central

Park and links to the City Centre Sector.

The urban design intent of the residential density framework is reflected and refined as necessary in the IDP

and in more detailed Precinct Concept Plans and Guidelines described and illustrated in Section 4.

Where residential development is proposed, the R-AC0 density code of State Planning Policy 3.1 – Residential

Design Codes (as amended) (R-codes) will apply.

Figure 3.2 - Residential Density

Preferred Residential Density

Dwellings Per Hectare

80 - 160

100 - 200

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3.5 Building Height Figure 3.3 illustrates a Building Height Overlay to the Smart Village IDP, with permitted building heights rising

as development gets closer to the Central Transit route and activity generators.

3.6 Frontage TypesThe Framework Plan, as it applies to the Smart Village Sector, has been formulated in accordance with

consolidated ‘Main Street’ development principles that require buildings to frame, address and activate an

interconnected, hierarchical street network.

Figure 3.4 illustrates an orderly arrangement of ‘Frontage Types’ in ‘Main Street’ and mixed use areas based

on the common principle that building frontages to all streets, major laneways and public spaces should be

activated.

At least four ‘Frontage Types’ are envisaged, with building frontages positioned and managed according to

the desired level of level of street activation and streetscape character as follows:-

Type 1 – High Level of Activation, Nil Setback

A highly activated frontage with retail and commercial uses at ground level and a 2 to 3 storey, contiguous

facade positioned at the streetfront boundary. At the ground level, buildings should address the street

with a primary business entrance and a shopfront façade that is transparent over at least 75% of the area

of the facade.

Figure 3.3 - Building Height

Maximum Heights

19.0m / 5 storeys

30.0m / 8 storeys

52.0m / 15 storeys + subject to approval

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Type 2 – Medium Level of Activation, Nil Setback

A medium level of frontage activation with secondary retail, customer oriented offices, inner-city commercial

tenancies and residential lobbies at ground level and a 2 to 3 storey façade positioned at the streetfront

boundary. At the ground level, buildings should address the street with a primary business entrance and a

commercial façade that is transparent over at least 60% of the area of the facade.

Type 3 - Moderate Level of Activation, 2 Metre Setback

A moderate level of frontage activation with a mix of inner-city commercial tenancies and residential

apartments at ground level and a 2 to 3 storey façade positioned behind a 2 metre, green landscaped

setback. At the ground level, the facades of mixed use buildings would address the street with a commercial

shopfront, primary business entrance and/or residential entry lobby that is transparent over at least 60% of

the area of the facade. The ground level of inner-city residential units would address the street with a façade

that is transparent over at least 30% of its area.

Type 4 – Moderate Level of Activation, 2-3.5 Metre ‘green’ Setback

A moderate level of frontage activation with a mix of inner-city commercial tenancies and residential

apartments at ground level and a 2 to 3 storey façade positioned behind a 2 to 3.5 metre, green landscaped

setback. At the ground level, the facades of mixed use buildings would address the street with a commercial

shopfront, primary business entrance and/or residential entry lobby that is transparent over at least 60% of its

facade. Ground level inner-city residential units would address the street with a façade that is transparent over

at least 30% of its area.

Figure 3.4 - Frontage Types

Frontages

TYPE 1 High activation, nil setback

TYPE 2 Medium activation, nil setback

TYPE 3 Moderate activation, 2m setback

TYPE 4 Moderate activation, 2 - 3.5m ‘green’ setback

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3.7 Car ParkingIn addition to Section 2.6.5, the management of carparking distribution and its impact on townscape quality

is an important issue addressed in the Policy Statement.

To facilitate contiguous streetfront development and to limit the visual impact of carparks, parking areas shall

be consolidated and located behind generally contiguous buildings or an appropriate colonnade or structural

screening device (other than a blank wall). Such devices are intended to maintain street facade continuity and

in general should not comprise more than 25% of the length of any individual street frontage.

Where individual Precinct development standards allow for some variation to this principle parking areas

should be screened from the street by an appropriate structural screening device (other than a blank wall),

hedge or planting of an appropriate urban character.

Where restructuring of existing streets or the provision of new streets is possible, provision for on-street

parking embayments should be made.

The number of crossovers and driveways serving a development will be limited by the City to maintain

streetscape continuity.

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4. Precinct Policies

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4. Precinct Policies

An important objective of the planning and development process is to encourage mixed use development

and diversity within the Smart Village. Diversity and administrative flexibility will continue to be facilitated by

dealing with property in the Smart Village Sector under a single zone in the Scheme.

Ongoing planning and development will be controlled by reference to the IDP and the framework plans relating

to Density and Building Height and ‘Frontage Types’ (referred to in Section 3) and the following Precinct

Policies and Sub-Precinct Design Guidelines and any supplementary development guidelines and related Policy

Statements, which Council may adopt from time to time.

The Smart Village Sector has been divided into five Precincts, comprising:-

• VillageCentre

• DixonSouth

• CentralPark

• SmartVillageEast

• SmartVillageWest

The Smart Village Precincts are based on areas where a particular geographic identity, activity mix and/or

townscape character is envisaged. The location and boundaries of the Precincts are illustrated in Figure 4.1.

The desired future character, preferred uses and required elements of development within each of these

Precincts are further described in the following sections.

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Fig

ure

4.1

- P

reci

nct

Bo

un

dari

es

Dix

on

So

uth

Villa

ge C

en

tre

Cen

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Park

Sm

art

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Un

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Dix

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Ro

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4.1 Village Centre Precinct Policy

4.1.1 Application

This Policy applies to the Village Centre Precinct as defined in the Precinct Plan (refer to Figure 4.1). The Village

Centre Precinct encompasses properties bounded by Dixon Road, proposed Crocker Street (south), proposed

LeeuwinParade(east)andtheproposednorth/southroadtotheeastoftheindoorrecreationcomplex.

4.1.2 Desired Future Character

The Village Centre will be developed around contemporary ’Main Street’ townscape characteristics as a

consolidated hub of street oriented activity that complements and merges the commercial and residential functions

of a high density urban village and the education functions of an adjoining inner-city University campus.

The Dixon Road edge to the Precinct will be framed by high calibre, gateway architecture that responds to the

prominence of a Dixon Road address and the civic context of the adjoining University campus.

The scale, density and levels of activity in new development should reflect the opportunity afforded by

proximity to a high frequency, street-based transit system and convenient road access.

4.1.3 Preferred Uses

Within the Village Centre Precinct the preferred uses are:-

•retail

•entertainment

•eatinganddrinkingplaces

•officesandcommercial

•education

•short-stayaccommodation

•recreation

•multipledwellings/residential

Other permissible uses listed under the Scheme are not preferred.

4.1.4 Required Elements – Village Centre Precinct

The IDP (refer to Figure 3.1) and the Village Centre Precinct Concept Plan (refer to Figure 4.2) show the

general location and pattern of development envisaged by the City and preferred under this Policy. Within

the scope and meaning of the planning and development principles listed in Section 2.2, there is scope for

further flexibility in the interpretation of the Centre Plan in relation to the scale and configuration of particular

developments. Notwithstanding the indicative intent of these plans, development is to be required to

incorporate and maintain the following elements, as applicable:-

(a) The Precinct is to be developed as a high quality, mixed use area, framed by generally contiguous,

street front buildings which address the street with a mix of tenancies in a manner consistent with a

contemporary ‘Main Street’ townscape discipline.

(b) Buildings are to be located, configured and activated to frame and address street frontages, laneways and

other public spaces in a way that is generally consistent with the Precinct Concept Plan, relevant ‘Frontage

Types’ as indicated in Section 3.6.

(c) Buildings shall be designed to achieve an appropriate use profile along the designated ‘Main Street’

spine of the precinct, with an active, ground floor street frontage to retail tenancies, cafes, restaurants

and similar uses. Offices, education accommodation, short-stay and student accommodation, multiple

dwellings, function rooms, arts and community purposes are preferred upper floor uses.

(d) Consistent with Figure 3.2 ‘Density’, in Section 3.4, residential development within the Precinct is to be

developed to accommodate a balanced mix of dwelling sizes at preferred densities ranging from 100 to

200 dwellings per hectare, with a minimum density of 80 dwellings per hectare in any development which

includes a residential component.

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Fig

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4.2

- V

illa

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Pla

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1

2

2

2

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9

9

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11

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Figure 4.2.1 - Village Centre Cross Section

Podium level courtyard

Elevated offices and apartments over ground level commercial

Decked car park with podium level courtyard above

Local ‘High Street’

Mixed use development to provide seamless interface with building to anchor civic piazza

(e) Consistent with Figure 3.3 ‘Building Height’, in Section 3.5, buildings are to present a minimum 2 storey

or equivalent parapet height to the street or relevant public space subject to the maintenance of a

12.5 metre height limit along street frontages, with any additional height to be setback a minimum of

3.5 metres. The scale and massing of buildings are to be designed to minimise any overshadowing of

adjoining properties and public spaces.

(f) Podium level courtyard gardens may provide private open space over car parks located behind streetfront

buildings. Examples of this form of development are located at Rockingham Beach, Mandurah Marina,

Joondalup City Centre, Subi-Centro Subiaco and in Northbridge over the Graham Farmer Freeway.

(g) Car parking is to be provided in accordance with Table 3 of Town Planning Scheme No.2, refer to

Appendix 1.

(h) Car parking is not to be permitted between the road reserve boundary and building frontages.

(i) Semi-basement car parks are to be avoided wherever a medium to high level of frontage activation is

indicated on the ‘Frontage Types’ plan in Section 3.6.

(j) To complement the City’s townscape objectives for the Smart Village, the massing, articulation and facade

treatments of all development will be required to adhere to a quality, urban townscape aesthetic.

(k) The frontage of any building is to incorporate and maintain the required area of transparent facade with

suitably glazed shopfronts, windows and doors, consistent with the applicable ‘Frontage Types’ set down

in Section 3.6.

(l) Variety and high design standards will be encouraged in the fit-out, awning treatments, signage and

private street furniture attached to individual premises. Where appropriate, the City will encourage

businesses to use the public footpaths for streetside dining, subject to private street furniture meeting

design and quality standards acceptable to the City.

(m) Any subdivision application is to be prepared in conjunction with an Integrated Development Guide Plan

(IDGP), to be prepared by or on behalf of the land owner. The IDGP shall illustrate building envelopes,

indicative building configurations, setbacks, pedestrian and vehicular access, indicative car parking layouts

and any rights of way or access easements required. In general, a rectilinear subdivision pattern will be

preferred with a minimum lot size of 2500m2 to allow for a simple and cohesive layout.

(n) In lieu of the normal landscaping requirements of the Scheme, developers may be required to contribute

to the cost of streetscape and/or landscape works within the public domain in the general vicinity of their

development site.

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4.2 Dixon South Precinct Policy

4.2.1 Application

This Policy applies to the Dixon South Precinct as defined in the Precinct Plan (refer to Figure 4.1). The Dixon

SouthPrecinctencompassespropertiesboundedbyGoddardStreet,DixonRoad,proposedLeeuwinParade

(east) and the proposed north/south road to the east of the indoor recreation complex.


The Precinct will be developed around the nucleus of the existing indoor recreation centre with new, mixed

use development framing and activating the street edges of the Precinct and masking the box-like appearance

of the existing, off-street buildings with articulated buildings and attractive streetscapes.

The Dixon Road and Goddard Street edges to the Precinct will be framed by substantial, high calibre buildings

that respond to the prominence of a prestigious distributor road address and the civic context of the nearby

University campus. The scale, density and levels of activity in new development should reflect the opportunity

afforded by proximity to a high frequency, street-based transit system and convenient road access.


Within the Dixon South Precinct the preferred uses are:-


•education


•recreation



4.2.4 Required Elements – Dixon South Precinct

The IDP (refer to Figure 3.1) and the Dixon South Precinct Concept Plan (refer to Figure 4.3) show the general

location and pattern of development envisaged by the City and preferred under this Policy. Within the scope

and meaning of the planning and development principles listed in Section 2.2, there is scope for further

flexibility in the interpretation of the Centre Plan in relation to the scale and configuration of particular



(a) The Precinct is to be developed as a high quality, mixed use area, consistent with a contemporary urban

townscape discipline.




(c) Buildings shall be designed to achieve an appropriate use profile with active, ground floor retail tenancies

and commercial tenancies. Offices, education accommodation, short-stay and student accommodation,

multiple dwellings, function rooms, arts and community purposes are preferred upper floor uses.





(e) Consistent with Figure 3.3 ‘Building Height’, in Section 3.5, buildings are to present a minimum 2 storey or

equivalent parapet height to the street or relevant public space subject to the maintenance of a 12.5 metre

height limit along street frontages, with any additional height to be setback a minimum of 3.5 metres. The

scale and massing of buildings are to be designed to minimise any overshadowing of adjoining properties

and public spaces.




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Fig

ure

4.3

- D

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Pla

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12 2

4

5

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(g) Car parking is to be provided in accordance with Table 3 of Town Planning Scheme No.2, refer to Appendix 1.







suitably glazed shopfronts, windows and doors, consistent with the applicable ‘Frontage Types’ set down in

Section 3.6.

(l) Variety and high design standards will be encouraged in the fit-out, awning treatments, signage and private

street furniture attached to individual premises. Where appropriate, the City will encourage businesses to

use the public footpaths for streetside dining, subject to private street furniture meeting design and quality

standards acceptable to Council.








development site.

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4.3 Central Park Precinct Policy

4.3.1 Application

This Policy applies to the Central Park Precinct as defined in the Precinct Plan (refer to Figure 4.1). The Central

ParkPrecinctencompassespropertiesboundedtheproposedLeeuwinParade(east)andtheproposedloop

road extension of Crocker Street to the south and west.


This Precinct, which is at the core of the Smart Village will feature high density Transit Oriented Development

around the place-making nucleus of an attractive park with recognisably urban landscape characteristics.

The scale, density and quality of building design should reflect the opportunity afforded by proximity to a high

frequency, street-based transit system and convenient road access. It is anticipated that residential apartment

buildings will be a significant driver of development, with elevated towers on low rise podiums taking

advantage of coastal views.


Within the Central Park Precinct the preferred uses are:-


•education


•recreation



4.3.4 Required Elements – Central Park Precinct

The IDP (refer to Figure 3.1) and the Central Park Precinct Concept Plan (refer to Figure 4.4) show the general

location and pattern of development envisaged by the City and preferred under this Policy. Within the scope

and meaning of the planning and development principles listed in Section 2.2, there is scope for further

flexibility in the interpretation of the Centre Plan in relation to the scale and configuration of particular











Transit Route through Smart Village Central Park.

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Fig

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developed to accommodate a balanced mix of dwelling sizes at preferred densities ranging from 100

to 200 dwellings per hectare, with a minimum density of 100 dwellings per hectare in any development

which includes a residential component.

(e) Consistent with Figure 3.3 ‘Building Height’, Section 3.5, buildings are to present a minimum 2 storey or




and public spaces.











in Section 3.6.












development site.

Figure 4.4.1 - Central Park Cross Section

Preferred street-framing development model that provides internal courtyards and off-street car parks

Street blocks framed by urban scaled, medium to high density, mixed use development

Elevated apartments over ground level commercial

Transit route through central park

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4.4 Smart Village West Precinct Policy

4.4.1 Application

This Policy applies to the Smart Village West Precinct as defined in the Precinct Plan (refer to Figure 4.1). The

SmartVillageWestPrecinctencompassespropertiesboundedbyGoddardStreet,theproposedLeeuwin

Parade (east) and the proposed loop road extension of Crocker Street and the proposed Chalgrove Avenue

(north) extension.


This Precinct, which forms the western edge of the Smart Village will feature medium to high density

development along the main north-south road corridor through the Strategic Metropolitan Centre.

The scale, density and quality of building design should reflect the opportunity afforded by proximity to a

formally landscaped dual carriageway. It is anticipated that commercial and residential apartment buildings will

be a significant driver of development, with elevated towers taking advantage of coastal and City Park views.


Within the Smart Village West Precinct the preferred uses are:-


•education


•recreation



4.4.4 Required Elements – Smart Village West Precinct

The IDP (refer to Figure 3.1) and the Smart Village West Precinct Concept Plan (refer to Figure 4.5) show the

general location and pattern of development envisaged by Council and preferred under this Policy. Within





(a) The Precinct is to be developed as a quality, mixed use area, consistent with a contemporary urban





(c) Buildings shall be designed to achieve an appropriate use profile with active, ground floor retail tenancies and

commercial tenancies. Offices, education accommodation, short-stay and student accommodation, multiple

dwellings, function rooms, arts and community purposes are preferred upper floor uses.


developed to accommodate a balanced mix of dwelling sizes at preferred densities ranging from 80 to 200

dwellings per hectare, with a minimum density of 60 dwellings per hectare in any development which


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Fig

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(e) Consistent with Figure 3.3 ‘Building Height’, Section 3.5, buildings are to present a minimum 2 storey or




and public spaces.




(g) Car parking is to be provided in accordance with Table 3 of Town Planning Scheme No.2, refer to Appendix 1.







suitably glazed shopfronts, windows and doors, consistent with the applicable ‘Frontage Types’ set down in

Section 3.6.












development site.

Figure 4.5.1 - Smart Village West Cross Section

Preferred street-framing development model that provides internal courtyards and off-street car parks

Local access street

Development above podium height setback from street to maintain an appropriate streetscape profile

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4.5 Smart Village East Precinct Policy

4.5.1 Application

This Policy applies to the Smart Village East Precinct as defined in the Precinct Plan (refer to Figure 4.1). The Smart

VillageEastPrecinctencompassespropertiesboundedbytheproposedLeeuwinParade(east),LeghornStreet,the

proposed loop road extension of Crocker Street and the proposed Chalgrove Avenue (north) extension.


This Precinct, which forms the south eastern edge of the Smart Village will feature medium to high density

developmentalongtheformerLeghornStreetroadreservewhichbacksontoanexistingsinglestorey

Residential R20 housing area.

The northern end of the Precinct adjoins the Murdoch University campus and development should reflect the

opportunity that lies in accommodating land uses that will complement the civic qualities, physical design and

functions of the institution.

The southern end of the Precinct lies at the interface between the Smart Village and City Centre Cectors and

it is envisaged that mixed use development fronting the Chalgrove Avenue extension will contribute to the

activation of pedestrian pavements in the vicinity.


Within the Smart Village East Precinct the preferred uses are:-


•education


•recreation



4.5.4 Required Elements – Smart Village East Precinct

The IDP (refer to Figure 3.1) and the Smart Village West Precinct Concept Plan (refer to Figure 4.6) show the

general location and pattern of development envisaged by the City and preferred under this Policy. Within

















(e) Consistent with Figure 3.3 ‘Building Height’, in Section 3.5, buildings are to present a minimum 2 storey or




and public spaces to the satisfaction of the City.

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Fig

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4.6

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ge E

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(g) Car parking is to be provided in accordance with Table 3 of Town Planning Scheme No.2 a copy of which is

set out in Appendix 1.




(j) To complement the City’s townscape objectives for the Smart Village, the massing, articulation and

facade treatments of all development will be required to adhere to a quality, urban townscape aesthetic.



in Section 3.6.

(l) Variety and high design standards will be encouraged in the fit-out, awning treatments, signage and

private street furniture attached to individual premises. Where appropriate, the City will encourage

businesses to use the public footpaths for streetside dining, subject to private street furniture meeting

design and quality standards acceptable to Council.








development site.

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5. Supplementary Policies

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5. Supplementary Policies

5.1 Central Arts Policy

5.1.1 Objective

The objective of the Central Arts Policy is to integrate the arts and culture into the built fabric and the day-to-

day functioning of the Strategic Metropolitan Centre.

5.1.2 Aspects of the Policy

•TheCentralArtsPolicywillfosterongoingdevelopmentofanartsculturethroughtheprovisionoffacilities,

the programming of arts and cultural activities and the incorporation of an arts component into the

planning, development and operation of the Strategic Metropolitan Centre.

•Apublicartcomponentistobeincorporatedintomajorpublicbuildingandtownscapecommissions.

•TheCitywillfacilitatetheexecutionofpublicartbeyondthefamiliarstand-alonesculptureorpaintingto

encompass integral contributions to the form and aesthetics of public spaces, building facades, landscape

and street furniture.

•PublicartmayactassignificantlandmarksatkeyentrypointstotheCityorspecificspacesandbuildingsor

it may be employed to reinforce localised identity as has, for example, already occurred in the City Square, in

the forecourt of the Justice complex and more recently at the gateway to the Waterfront Village.

•Anongoingprogrammeofartsandculturalactivitiesandcommunityinvolvementwillbepursuedby

Council to ensure that a wide cross section of interests and age groups is catered for in the development

and functioning of the City Centre.

•Artsandcommunityfestivalswillprovideopportunitiesforperiodicexpressionandtheenlivenmentofthe

public domain.

5.1.3 Funding of Public Art

A diverse range of funding options is to be pursued for the ongoing development of arts facilities, the running

of arts programmes and the incorporation of public art within development.

One percent of the capital cost of public buildings and other appropriate public works is intended to be set

aside for the integration of an arts component.

Council will work with other tiers of Government and the private sector to achieve similar funding for public art.

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5.2 Security Policy

5.2.1 Objective

The objective of the Security Policy is to integrate a passive approach to crime prevention through appropriate

planning and environmental design measures to minimise both the actual and perceived incidence of crime.

5.2.2 Passive Security Principles

In assessing planning and development proposals, the City will have regard for the incorporation of the

following passive security principles:-

•IncorporateresidentialoccupationintoasmuchoftheSmartVillageaspossibletoprovideextendedhours,

low key surveillance of public space and buildings.

•ActivatethegroundorstreetleveloftheSmartVillageasmuchaspossible.

•Avoidgradeseparatedmovementnetworkswhichremovepedestrianactivityfromthestreets.

•Framestreets,pedestrianroutesandpublicspaceswithactivebuildingfrontagestominimisetheareaof

exposed, blank walls and the prevalence of pockets of unclaimed space.

•Giveprioritytogroundfloorbuildingtenancies(usuallyretail)whichgeneratepeoplemovementand

incorporate glazed shopfronts etc with a minimum of blank wall surface.

•Encouragecommercialandcommunityoccupationofpublicpedestrianpavements-whetheritbeinthe

form of outdoor restaurants, cafes, charity stalls, buskers or street theatre.

•Makepublicspaces,pedestrianpavementsandparksandgardensattractive,comfortableandwelllit.

•Orientresidentialdevelopmenttowardspublicstreetsandlanewayssuchthattheoutlookoverseesthe

public domain and a defensible pattern of built form and space is established.

•Selectdurableandeasilycleanedmaterialsandfinisheswherepubliccontactisenvisaged.

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6. DelegationThe Council has the authority to delegate the determination of any application for planning approval. An

applicant wishing to know whether the Council or one of the City’s officers will determine an application

should contact the City.

7. Adoption and OperationThis Planning Policy was adopted by the Council at its ordinary Meeting held on the 24 April 2012.

This Planning Policy is to come into operation at the same time that Amendment No.113 to the Scheme comes

into operation.

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Appendices

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A1 Car Parking

Table A.1 Car Parking Requirements / Allowances

USEMINIMUM PARKING REQUIREMENT (AND MAXIMUM PARKING ALLOWABLE - IN BRACKETS)

Residential The provisions of the Residential Design Codes are taken to apply

Cinema, Theatre 1 bay per 8 (6) seats

Consulting Rooms 3 (4) bays per consultant

Fast Food Outlet 1bayper14(11)m²NLA

Health Studio1bayper20(15)m²NLAavailabletothepublic,includingswimming

pools

Office 1bayper60(40)m²NLA

Private Recreation, Restaurant,

Reception Centre1 bay for every 8 (6) persons the building is designed to accommodate

Shop 1bayper22(17)m²NLA

Showroom, Warehouse 1bayper80(60)m²NLA

Hotel, Motel, Tavern1 bay per bedroom plus 1 bay for every 5 (4) m² of bar and public areas

including lounges, beer gardens and restaurants

Child Care Premises 1 bay per employee and 1 bay per eight children

Public Assembly, Public Worship 1 bay per 8 (6) seats

Short Stay AccommodationThe provisions of the Residential Design Codes with respect to multiple

dwellings are taken to apply

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A2 Interpretations

Active or Interactive Frontages

Refers to street frontages where there is an active

visual and physical engagement between people in

the street and those on the ground floors of buildings.

This quality is assisted where the building facades

include the main entrances, and the ground floor uses

(such as shops, cafes, offices and residential dwellings)

face and open towards the street. Refer to Section 4.4,

for an explanation of the various levels of activation

related to ‘Frontage Types’.

Amenity

Means all those factors which combine to form the

character of an area and includes the present and

likely future amenity.

Articulation

An element of building design which means the

breaking up of a façade into individual elements

to provide a modulated effect aimed at enhancing

individual building identity, variety and interest. This

can be achieved through the use of such elements

as window projections, balconies, awnings, minor

recesses and/or projections of walls or parts of walls

to provide visual interest, and to enhance the ‘fine

grained’ scale of development.

Building Envelope

Means an area of land within a lot marked on a plan

approved by the responsible authority, within which

all buildings must be contained.

Built Form

The configuration of the aggregate of all buildings,

structures, etc., which make up a town or city.

Bulk

The size or mass of a building, referring to structures

which in their context appear relatively large.

Character

Character is essentially the combination of the public

and private domains. Every property, public place

or piece of infrastructure makes a contribution,

whether large or small. It is the cumulative impact

of all these contributions that establishes Precinct or

neighbourhood character.

Centre Plan

Means the Rockingham Strategic Metropolitan

Centre - Centre Plan, Volumes 1 and 2 as adopted

by Council on the 22 September 2009 and the

Western Australian Planning Commission on the

10 November 2009.

City Centre

Means the major retail, commercial, civic and

mixed use activity centre and the major social and

employment hub of the Strategic Metropolitan

Centre. In this instance, the existing extent of the

City Centre Sector is defined in Figure 3.2.

Façade

Means the exposed face(s) of a building towards

roads or open space, or the frontal outward

appearance of a building.

Fine Grain

Refers to horizontal strips of development broken

into a vertical rhythm by individual shop fronts and

windows. This is usually a reflection of the original

subdivision pattern of narrow lot frontages. A similar

visual effect can be created for new, wide frontage

development if the building is broken up into narrow

modules by the use of architectural detailing and

different colours.

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Height

Means the measurement taken from the natural

ground level immediately in front of the centre of

the face of the building to a level at the top of the

ridge, parapet, or flat roof, whichever is the highest,

but does not include any lift plant, water tower or

similar utility or service, not exceeding 3 metres in

height, or any architectural feature or decoration

(other than a freestanding sign) not used for any

form of accommodation, which may be approved by

the Council.

Human Scale

Buildings of a size or comprising a range of

architectural elements which are of a magnitude and

proportion related to our bodily dimensions.

Laneway

Means a narrow or very narrow local ’street’, usually

paved without a verge, located along the rear and/

or side property boundary. Might be used exclusively

by pedestrians, or shared by both pedestrians and

vehicles, depending upon the circumstances.

Legibility

Is where the design of a street system provides

a sense of direction and connection, giving clear

signals regarding the spatial layout and geography of

an area.

Light Rail or Streetcar

A modern electric tram system which usually runs on-

street, but may also be capable of being segregated

from road traffic.

‘Main Street’

Means mixed land use developments fronting a

street in a manner whereby pedestrian access to the

majority of individual businesses can be achieved

directly from the street, and/or where customer car

parks on private property do not separate the road

reserve boundary from the front of a building.

Massing

The size and volume of a building.

Mixed Use Development

Good mixed use development involves the ‘fine

grain’ mixing of compatible land uses in a balanced

blend, integrated in close proximity to each other.

Physically it includes both vertical and horizontal

mixing of uses. No single use should dominate other

uses, although residential use is often the major

component. Good mixed use development has the

potential to improve the efficiency and amenity of

neighbourhoods, reduce travel demand, increase

walkability, and make more efficient use of available

space and buildings.

Precinct

Means a local area defined for the purposes of

describing and managing the preservation and/or

development of specific urban characteristics.

Public Realm or Public Domain

Means spaces that are physically accessible to the

public,

and those aspects of other spaces that are visible

from

physically accessible spaces. It incorporates features

such as streets, parks, shops, community buildings

and the street facades of other buildings.

Scale

The size of a building and its relationship with its

surrounding buildings or landscape.

Sector

Means a distinct geographic area within a Centre

that may reflect an established local identity,

co-ordinated ownership, zoning and/or policy

characteristics. A sector may be comprised of one or

a number of precincts.

Smart Village

Means the area defined in Figure 3.2 and it includes

the land formerly used for the sporting grounds on

Dixon Road.

Strategic Metropolitan Centre

Means the area as defined by the Centre Plan as

the Rockingham Strategic Metropolitan Centre. The

boundary is defined in Figure 3.2.

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Street Alignment

Means the common boundary between the land

comprising a street (i.e. the road reserve), and the

land abutting it.

Street Setback

Means the horizontal distance between the street

alignment and a building, measured at right angles

to the street alignment. The ‘street setback area’ is

the area between the street alignment and the street

setback line.

Streetscape

(a) means the total visual impression gained from any

one location within a street including the natural

and man-made elements; and

(b) is made up of the appearance of, and the

relationships between, buildings in terms of

design, scale, materials, colours, finishes, signs,

external furniture, paving materials for roads,

footpaths and landscaping.

Surveillance

Means the presence of passers-by or the ability of

people to be seen in public spaces from surrounding

windows, decks, balconies or the like. ‘Casual

surveillance’ means “eyes on the street” provided by

local people going about their daily activities.

Sustainability

Is meeting the needs of current and future

generations through an integration of environmental

protection, social advancement and economic

prosperity.

Sustainable Development

Means development that meets the needs of the

present without compromising the ability of future

generations to meet their own needs.

Traffic Calming

Means the introduction of physical traffic

management measures or techniques into a road or

street aimed at reducing the impact of traffic on that

road or street.

Transit Oriented Development (TOD)

Means a compact, mixed use community within

the walkable catchment of a transit place, blending

housing, shopping, employment and public uses

in a pedestrian-friendly environment that makes

it convenient and practicable for residents and

employees to travel by public transport instead of by

private car.

Urban Form

Means the broad shape and structure of an urban

community and the distribution of its major features.

Walkability

Means the ease with which a person can walk in

an area.

Walkable Catchment

Means the actual area served within a 600m (5 to

10 minute) walking distance along the street system

from a central transit system stop or an 800m

walking distance from the City Centre.

Client Insert Date

Campaign Size (HxW)

Description



Prod Mgr

Studio Mgr

Studio Op

Acc Dir

Acc Coor

Art Dir

Writer





2011

ROCK000104_A4_BOOKV3_61-61 1

A4 Book 2012-08-06 18:41

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Client Insert Date

Campaign Size (HxW)

Description



Prod Mgr

Studio Mgr

Studio Op

Acc Dir

Acc Coor

Art Dir

Writer





2011

ROCK000104_A4_BOOKV3_62-62 1

A4 Book 2012-08-06 18:43

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